G V FLT CREW EXCEEDS 1500 FT ON THE TEB 5 DEP AFTER FULL POWER TKOF AT FERRY WT. A TRACK DEV OCCURS LATER AT 17000 FT WHEN ATTEMPTING TO GO DIRECT.

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WE WERE ON A FERRY LEG FROM TEB TO OUR MAINT BASE. WE HAD FLOWN A DIFFERENT ACFT OUT OF TEB EARLIER THAT DAY AND USED THE DALTON (VFR) DEP EARLIER. THIS LEG; WE WERE CLRED TO FLY THE TEB 5 DEP. THE DEP WAS BRIEFED TWICE BY THE PF. ON TKOF SINCE IT WAS A FERRY FLT ON AN ACFT WE HAD NOT FLOWN THAT DAY -- AND BECAUSE THE RWY HAD RAIN EARLIER; I ELECTED TO CONDUCT A RATED (FULL POWER) TKOF. ON TKOF; THE LIGHT ACFT HAD EXCELLENT CLB PERFORMANCE AND WE WERE APCHING OUR ALTITUDE QUICKLY. THE PM STARTED TO DIAL IN THE NEXT HEADING BEFORE IT WAS SUPPOSED TO BE ACCOMPLISHED; WHICH DISTRACTED THE PF (ME). I STARTED TO DEVIATE THROUGH THE 1500 FOOT ALTITUDE AS I ASKED THE PM TO PUT IN THE ORIGINAL HDG. I GOT AS FAR AS 1700 FT -- WHICH MAY HAVE CAUSED THE CTLRS AT THIS BUSY AREA TO RAISE AN EYEBROW. THIS IS SIMPLY A CASE OF HAVING A FIXATION ON A PREVIOUS DEP BY THE PM AND THE PF NOT CONCENTRATING ENOUGH OF THE TASK AT HAND (FLYING) TO KEEP THE NOSE WHERE IT SHOULD HAVE BEEN -- DESPITE ALL THE HELP FROM THE ELECTRONICS. THE SECOND EVENT OF THE DAY OCCURRED AT 17000 FT MSL. WE WERE TOLD TO INTERSECT A RADIAL INTO COL THEN PROCEED DIRECT WHITE. I SAW PM ENTER THE INFO INTO THE FMS. THEN; SHORTLY THEREAFTER; WE WERE CLRED DIRECT COL. I ENTERED THE DIRECT COL PORTION INTO THE NFMS; ANNOUNCED WHAT I'D DONE; THEN CONFIRMED LNAV WAS PUNCHED/ILLUMINATED. I DON'T KNOW WHAT HAPPENED; BUT WE WEREN'T MONITORING AS WELL AS WE SHOULD (AND BOTH MAP DISPLAY UNITS WERE IN A LARGER SCALE THAN THEY PROBABLY SHOULD HAVE BEEN TO DETECT THIS). ANYWAY; WERE PARALLELING THE COURSE; INSTEAD OF PROCEEDING DIRECT COL (AND NEVER WENT DIRECT). ATC ENDED UP JUST GIVING US A HDG; EVIDENTLY NOTING THE ERROR. WE WERE PROBABLY AS FAR AS 5 NM WEST OF WHERE WE SHOULD HAVE BEEN. EVEN WITH ALL THE 'GOODIES.' WITHOUT THE PROPER MONITORING; WE MIGHT AS WELL BE FLYING THE DC-3 WITH AN ADF.